US4610236A - Fuel supply control for a dual induction type engine intake system - Google Patents

Fuel supply control for a dual induction type engine intake system Download PDF

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Publication number
US4610236A
US4610236A US06/612,858 US61285884A US4610236A US 4610236 A US4610236 A US 4610236A US 61285884 A US61285884 A US 61285884A US 4610236 A US4610236 A US 4610236A
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Prior art keywords
intake passage
primary
fuel
passage means
fuel supply
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US06/612,858
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English (en)
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Yoshinori Okino
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Mazda Motor Corp
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Mazda Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/34—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an auxiliary fuel circuit supplying fuel to the engine, e.g. with the fuel pump outlet being directly connected to injection nozzles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F02B27/0221—Resonance charging combined with oscillating pipe charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0289—Intake runners having multiple intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10262—Flow guides, obstructions, deflectors or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0294—Actuators or controllers therefor; Diagnosis; Calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10373—Sensors for intake systems
    • F02M35/10386—Sensors for intake systems for flow rate
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a fuel supply control system for internal combustion engines, and more particularly, to a fuel supply control system for engines having dual induction systems.
  • an intake system comprising a primary intake passage of a relatively small effective cross-sectional area and a secondary intake passage of a relatively large effective cross-sectional area both leading to a combustion chamber, with a control valve device which opens the secondary intake passage under heavy load engine operation, so that the intake gas is introduced into the combustion chamber only through the primary intake passage under light load engine operation but through both of the primary and secondary intake passages under the heavy load operation.
  • a control valve device which opens the secondary intake passage under heavy load engine operation, so that the intake gas is introduced into the combustion chamber only through the primary intake passage under light load engine operation but through both of the primary and secondary intake passages under the heavy load operation.
  • Another object of the present invention is to provide an engine fuel control system which can maintain the air-fuel ratio of the intake mixture substantially unchanged when the fuel supply to the secondary intake passage is interrupted.
  • a further object of the present invention is to provide a dual induction type intake system having a fuel control system which can prevent enrichment of the air-fuel mixture when the fuel supply to the secondary intake passage is interrupted due to a decrease in the engine load.
  • an intake system for an internal combustion engine which comprises primary intake passage means and secondary intake passage means both leading to combustion chamber means, control valve means for closing the secondary intake passage means under light load engine operation but opening the secondary intake passage means under heavy load engine operation so that intake gas is introduced into the combustion chamber means only through the primary intake passage means under light load engine operation but through both the primary and secondary intake passage means under heavy load operation, fuel supply means for supplying metered quantity of fuel to said primary and secondary intake passage means, fuel supply compensating means for decreasing the quantity of fuel supplied to a quantity below the quantity required for an actual engine operating condition for a predetermined time when it is detected that fuel supply through the secondary intake passage means is terminated.
  • the fuel supply means includes primary fuel injection means for injecting fuel to the primary intake passage means and secondary fuel injection means for injecting fuel to the secondary intake passage means, said secondary fuel injecting means being operated only under heavy load operation. Means may also be provided for increasing the quantity of fuel supplied to a quantity greater than the quantity required for an actual engine operating condition for a predetermined time when it is detected that fuel supply to the secondary intake passage means is started.
  • FIG. 1 is a diagrammatical sectional view of an engine intake system in accordance with one embodiment of the present invention
  • FIGS. 2, 2A and 2B indicate flow charts showing the operation of the fuel supply control circuit adopted in the intake system shown in FIG. 1;
  • FIG. 3 shows one example of the map for determining fuel distribution factor in accordance with the engine load and the engine speed
  • FIG. 4 is a chart for determining a fuel flow reduction factor
  • FIG. 5 is a chart for determining a fuel flow increase factor
  • FIG. 6 is a diagrammatical view of an engine intake system in accordance with another embodiment of the present invention.
  • an internal combustion engine 1 having a cylinder block 1a formed with a cylinder bore 1b, a cylinder head 1c attached to the cylinder block 1a and a piston 1d disposed in the cylinder bore 1b for reciprocating movements.
  • a combustion chamber 1e is thus defined by the cylinder block 1a, the cylinder head 1c and the piston 1d.
  • the cylinder head 1c is formed with an exhaust port 1f which is associated with an exhaust valve 1g.
  • an intake passage 8 Leading to the intake port 7 is an intake passage 8 which is comprised of an airflow chamber 3 provided with an airflow meter 2, a throttle valve chamber 5 provided with a throttle valve 4, and an intake manifold 6.
  • a partition wall 9 and the intake passage 8 is provided at the downstream part with a partition wall 10 contiguous with the partition wall 9 in the intake port 7.
  • the partition walls 9 and 10 divide the upstream part of the intake port 7 and the downstream part of the intake passage 8 into a primary passage 11 and a secondary passage 12.
  • the primary passage 11 has a relatively small cross-sectional area and the secondary passage 12 has a relatively large cross-sectional area.
  • the primary intake passage 11 there is a primary fuel injection valve 13 for supplying a metered quantity of fuel to the passage 11.
  • the secondary intake passage 12 is provided with a secondary fuel injection valve 14 for supplying a metered quantity of fuel to the passage 12.
  • the secondary intake passage 12 is provided at the upstream end portion with an auxiliary throttle valve 15 which is actuated by a pneumatically operated actuator 15a.
  • the actuator 15a is operated under the intake suction pressure downstream the throttle valve 4 to move the auxiliary valve 15 to the closed position under light load engine operation so that the intake air is drawn only through the primary intake passage 11, and to the open position under heavy load engine operation so that the intake air is drawn through both the primary and secondary intake passages 11 and 12.
  • the primary fuel injection valve 13 is located at the upstream portion of the primary intake passage 11. This is advantageous in obtaining an improved fuel atomization and a uniform mixing of fuel with air.
  • the secondary fuel injection valve 14 is located at the downstream portion of the secondary intake passage 12 so that the fuel injected through the secondary valve 14 is rapidly drawn into the combustion chamber 1e to thereby improve the response characteristics of the engine under heavy load operation.
  • a control unit 16 which may be comprised of a microprocesor.
  • the engine 1 is provided, in addition to the airflow meter 2, with an engine speed meter 17 and a suction pressure sensor 18, and the control unit 16 receives an intake airflow signal from the airflow meter 2, an engine speed signal from the speedmeter 17 and an engine load signal from the suction pressure sensor 18.
  • the control unit 16 performs an operation to calculate the quantities of fuel to be discharged respectively through the injection valves 13 and 14.
  • the injection valves 13 and 14 are of the duty factor solenoid type, wherein the quantity of fuel is determined by the duration of an input pulse in a unit time.
  • the control unit 16 has a memory map which, as shown in FIG. 3, contains various values of distribution factor in accordance with the engine load and the engine speed.
  • the control unit 16 reads an appropriate one of the memorized values of distribution factor D in the map.
  • the distribution factor D is used to determine the share of the fuel provided by the secondary fuel injection valve 14. In the map shown in FIG. 3, the distribution factor D is zero in the area below the line ⁇ so that the total quantity of fuel is injected through the primary valve 13 when the engine operating condition falls in this area.
  • the distribution factor D 1 which has been stored in the previous cycle is shifted to D 2 and the distribution factor D as obtained in the step 23 is stored as the factor D 1 in the step 25.
  • an initial value A is set in the fuel increase control timer T c in the step 28 and an initial value C o for fuel increase is set in the fuel compensation factor C cng in the step 29.
  • the fuel reduction control timer T cl is set to zero in the step 30 and then the step 31 is carried out.
  • fuel injection pulse durations PWS 1 and PWS 2 are calculated respectively for the primary and secondary valves 13 and 14 in accordance with the following formulae:
  • T bat is a factor compensating for the delay of initiation of fuel injection, due for example to inertia of the valve mechanism after an application of the energizing pulse to the valve.
  • the pulse of the calculated durations are applied to the valves 13 and 14 in the step 32 to effect required fuel injection.
  • step 27 If the judgement in the step 27 is NO, a further judgement is made in the step 33 as to whether the timer T c is zero. If the judgement is NO, the count value of the timer T c is subtracted by one in the step 34 and the compensation factor C cng is calculated in the step 35 in accordance with the following formula:
  • the value f(Tc) decreases in response to a decrease in the count value of the timer Tc so that the compensation factor C cng as calculated in the step 35 is smaller than the factor as initially determined in the step 29. It will further be understood that the compensation factor C cng decreases and finally becomes zero as the timer passes after the engine operating condition is changed to require fuel injection through the secondary fuel injection valve 14. This means that, when the engine operating condition is changed and the secondary fuel injection valve 14 is started to be energized, the quantity of fuel supply is increased for a time period A by a value which is determined by the function f(Tc) shown in FIG. 4.
  • This momentary increase in the fuel supply is advisable in maintaining a desired air-fuel ratio because, at the initial period of fuel injection through the secondary fuel injection valve 14, a part of the fuel may not be drawn into the combustion chamber immediately but may be deposited on the wall of the secondary intake passage 12 to form a liquid film flow so that there is a possibility that a lean mixture is temporarily produced in this period.
  • step 26 If the judgement in the step 26 is YES to indicate that the distribution factor D 1 is zero, a further judgement is made in the step 36 as to whether the factor D 2 is not zero. If the answer is YES indicating that the distribution factor D was not zero in the previous cycle, the fuel increase control timer Tc is set to zero in the step 37 and an initial value B is set in the fuel reduction control timer T c1 in the step 38. Then, a negative value -C 1 is set in the compensation factor C cng in the step 39. Thereafter, a calculation is made in the step 40 to obtain the fuel injection pulse durations PWS 1 and PWS 2 in accordance with the following formulae:
  • the primary fuel injection valve 13 is energized.
  • step 41 If the judgement in the step 36 is NO indicating that the distribution factor D was zero in the previous cycle, a further judgement is made in the step 41 as to whether the count value in the timer Tc 1 is zero. If the answer is NO, the count in the timer Tc 1 is subtracted by one in the step 42 and a compensation factor C cng is calculated in the step 43 in accordance with the following formula:
  • the value f(Tc 1 ) decreases in response to a decrease in the count value of the timer Tc 1 .
  • the step 43 is carried out to calculate the compensation factor C cng which is zero in this case. It will be understood that, in this control, when the engine operating condition is changed so that the fuel supply through the secondary fuel injection valve 14 is terminated, the fuel supply is temporarily decreased for a timer period B by a value as determined by the compensation factor C cng which decreases as time passes. This is effective to prevent the air-fuel mixture to the combustion chamber 1e to be momentarily enriched when the fuel supply through the secondary fuel injection valve 14 is terminated.
  • FIG. 6 shows another four-cylindered engine.
  • Each of four combustion chambers 22 formed in a cylinder block 21 is formed with two exhaust ports 23, a primary intake port 24 and a secondary intake port 25.
  • primary intake branch passages 27 which are connected with the primary intake ports 24.
  • the branch passages 27 are branched from an inlet manifold pipe 26 which functions as a primary surge tank.
  • secondary intake branch passages 29 which are connected with the secondary intake ports 25.
  • the secondary intake branch passages 29 are branched from an intake manifold pipe 28 which functions as a secondary surge tank.
  • the primary intake branch passages 27 are connected with a primary intake passage 31 having a primary throttle valve 30 through the manifold pipe 26.
  • the secondary intake branch passages 27 are connected with a secondary intake passage 33 having a secondary throttle valve 32 through the manifold pipe 28. Furthermore, the intake passages 31, 33 are connected with a main intake passage 40 provided with an air cleaner 34 and an airflow meter 35.
  • the secondary throttle valve 32 begins to open when the primary throttle valve 30 is substantially fully opened, so as to permit the intake air for heavy load engine operation to pass through the secondary intake passage 33.
  • the primary intake branch passages 27 are respectively provided with primary fuel injection valves 36 which are positioned relatively close to the combustion chamber 22.
  • the secondary intake branch passages 29 are respectively provided with secondary fuel injection valves 37 which are located further from the combustion chambers 22 than the first fuel injection valves 36.
  • the engine is provided with an engine speed sensor 38 which senses the rotating speed of the engine.
  • a control unit 39 is connected with the air flowmeter 25 and the engine speed sensor 38 to receive signals therefrom.
  • the control unit 39 may have the same construction and function as the control unit 16 in the previous embodiment.
  • the control unit 39 calculates the amount of fuel to be supplied to the engine in accordance with engine operating conditions on the basis of input signals, and operates the primary and secondary fuel injection valves 36 and 37 in accordance with the calculated results.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US06/612,858 1983-05-24 1984-05-22 Fuel supply control for a dual induction type engine intake system Expired - Fee Related US4610236A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP58-91924 1983-05-24
JP58091924A JPS59215929A (ja) 1983-05-24 1983-05-24 エンジンの燃料供給装置

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989011026A1 (en) * 1988-05-06 1989-11-16 Lauri Suominen Method of and apparatus for improving the operation of an engine
US4886026A (en) * 1988-09-01 1989-12-12 Ford Motor Company Fuel injection control system
EP0433908A1 (de) * 1989-12-22 1991-06-26 FEV Motorentechnik GmbH & Co. KG Ansaug- und Gemischbildungsystem für mehrzylindrige, fremdgezündete Brennkraftmaschinen
US5052360A (en) * 1989-12-21 1991-10-01 Gas Research Institute Process and apparatus for timed port injection of fuel to form a stratified charge
GB2276916A (en) * 1993-04-05 1994-10-12 Ford Motor Co I.c. engine with crankcase gas recirculation
US20130118450A1 (en) * 2011-11-10 2013-05-16 Kia Motors Corporation Variable intake system for vehicle
TWI487835B (zh) * 2012-08-29 2015-06-11 Sanyang Industry Co Ltd 機車引擎之進氣道控制裝置
US20210381423A1 (en) * 2020-06-03 2021-12-09 Subaru Corporation Engine
US11225930B2 (en) * 2019-09-27 2022-01-18 Subaru Corporation Engine
WO2023154025A1 (en) * 2022-02-10 2023-08-17 Trakya Universitesi Rektorluk Ozel Kalem Air filter cleaning equipment for internal combustion engines

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2808112B2 (ja) * 1988-03-03 1998-10-08 マツダ株式会社 エンジンの燃料供給装置

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JPS5343616A (en) * 1976-10-04 1978-04-19 Toshiba Corp Corrosion resistant magnetic alloy
GB2005348A (en) * 1977-10-07 1979-04-19 Nissan Motor Internal combustion engine with fuel injectors
JPS54152552A (en) * 1978-05-22 1979-11-30 Yanai Shiyouten Yuugen Method of embroidering patch cloth for socks
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JPS555473A (en) * 1978-06-27 1980-01-16 Nippon Soken Inc Air-fuel ratio controller
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WO1989011026A1 (en) * 1988-05-06 1989-11-16 Lauri Suominen Method of and apparatus for improving the operation of an engine
US4886026A (en) * 1988-09-01 1989-12-12 Ford Motor Company Fuel injection control system
US5052360A (en) * 1989-12-21 1991-10-01 Gas Research Institute Process and apparatus for timed port injection of fuel to form a stratified charge
EP0433908A1 (de) * 1989-12-22 1991-06-26 FEV Motorentechnik GmbH & Co. KG Ansaug- und Gemischbildungsystem für mehrzylindrige, fremdgezündete Brennkraftmaschinen
GB2276916A (en) * 1993-04-05 1994-10-12 Ford Motor Co I.c. engine with crankcase gas recirculation
GB2276916B (en) * 1993-04-05 1996-01-17 Ford Motor Co Internal combustion engine
US20130118450A1 (en) * 2011-11-10 2013-05-16 Kia Motors Corporation Variable intake system for vehicle
TWI487835B (zh) * 2012-08-29 2015-06-11 Sanyang Industry Co Ltd 機車引擎之進氣道控制裝置
US11225930B2 (en) * 2019-09-27 2022-01-18 Subaru Corporation Engine
US20210381423A1 (en) * 2020-06-03 2021-12-09 Subaru Corporation Engine
US11560828B2 (en) * 2020-06-03 2023-01-24 Subaru Corporation Engine
WO2023154025A1 (en) * 2022-02-10 2023-08-17 Trakya Universitesi Rektorluk Ozel Kalem Air filter cleaning equipment for internal combustion engines

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